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Basic Aerodynamics
08.1. Physics of the Atmosphere.
Q. 1. The ISA.
1. assumes a standard day.
2. is taken from the equator.
3. is taken from 45 degrees latitude.
Ans is. is taken from 45 degrees latitude.
Expa. The properties of a standard day are related to sea level at latitude 45
degrees latitude. See the Forum for more details.
Q. 5. Pressure decreases.
1. inversely proportional to temperature.
2. proportionally with a decreases in temperature.
3. Pressure and temperature are not related.
Ans is. proportionally with a decreases in temperature.
Expa. Temperature and volume are directly proportional - Charles' Law.
Q. 27. Which is the ratio of the water vapour actually present in the
atmosphere to the amount that would be present if the air were saturated at the
prevailing temperature and pressure?.
1. Absolute humidity.
2. Dew point.
3. Relative humidity.
Ans is. Relative humidity.
Expa. Relative humidity is the ratio of the water vapour actually present to the
water vapour that the air would hold if it were
saturated.
Q. 36. On a very hot day with ambient temperature higher than ISA, the
pressure altitude is 20,000 ft. How much will the density altitude be?.
1. the same.
2. greater than 20,000ft.
3. less than 20,000ft.
Ans is. greater than 20,000ft.
Expa. "Density Altitude is pressure altitude corrected for temperature and
humidity. Assuming constant humidity (we are told no different) ISA or above
temperature will further thin the air for a given pressure altitude thus making the
density altitude higher. Note : At ISA Temp density and pressure altitude will be the
same and for less than ISA density altitude will be less- Got all that!!.
"
Q. 37. The atmospheric zone where the temperature remains fairly constant
is called the.
1. Stratosphere.
2. Ionosphere.
3. Troposphere.
Ans is. Stratosphere.
Expa. The stratosphere starts at 36,000ft and rises to about 66,000ft.
Q. 40. In the ISA the temperature lapse rate with altitude is taken to
be : .
1. dependent on pressure and density changes.
2. linear.
3. non linear.
Ans is. linear.
Expa. NIL..
08.2. Aerodynamics .
Q. 11. Vapour trails from the wingtips of an aircraft in flight are caused
by.
1. low pressure above the wing and high pressure below the wing causing
vortices.
2. low pressure above the wing and high pressure below the wing causing a
temperature rise.
3. high pressure above the wing and low pressure below the wing causing
vortices.
Ans is. low pressure above the wing and high pressure below the wing causing
vortices.
Expa. Vapour trails are caused by wing tip vortices which are caused by low
pressure above the wing and high pressure below the wing.
Q. 21. "What is the collective term for the fin and rudder
and other surfaces aft of the centre of gravity that
helps directional stability?."
1. Empennage.
2. Fuselage surfaces.
3. Effective keel surface.
Ans is. Effective keel surface.
Expa. All the side surfaces aft of the centre of gravity which aid the directional
stability are collectively called the EFFECTIVE KEEL SURFACE.
Q. 30. Which of the following types of drag increases as the aircraft gains
altitude?.
1. Interference drag.
2. Parasite drag.
3. Induced drag.
Ans is. Induced drag.
Expa. As density decreases with altitude, the lift must be compensated by
increasing angle of attack. Induced drag increases with angle of attack, therefore
induced drag increases with altitude.
Q. 31. The layer of air over the surface of an aerofoil which is slower moving,
in relation to the rest of the airflow, is known as.
1. none of the above.
2. camber layer.
3. boundary layer.
Ans is. boundary layer.
Expa. The boundary layer is the layer of air in immediate contact with the skin of
the aircraft which is slowed down by skin friction.
Q. 40. For any given speed, a decrease in aircraft weight, the induced drag
will.
1. decrease.
2. remain the same.
3. increase.
Ans is. decrease.
Expa. Induced drag is 'lift dependant drag'. Less lift and there will be less induced
drag.
Q. 64. With the ailerons away from the neutral, induced drag is.
1. higher on the lower wing plus profile drag increases.
2. unchanged but profile drag is higher.
3. higher on the upper wing plus profile drag increases.
Ans is. higher on the upper wing plus profile drag increases.
Expa. Induced drag is 'lift dependant drag'. The upper wing has more lift and
hence more induced drag. It also has more profile drag due to the aileron's
protrusion into the airflow.
Q. 70. What is the force that tends to pull an aircraft down towards the
earth?.
1. Thrust.
2. Weight.
3. Drag.
Ans is. Weight.
Expa. Weight tends to pull the aircraft down towards the earth.
Q. 71. The angle at which the chord line of the aerofoil is presented to the
airflow is known as.
1. angle of attack.
2. resultant.
3. angle of incidence.
Ans is. angle of attack.
Expa. Angle of Attack is the angle at which the chord line of the aerofoil is
presented to the airflow.
Q. 72. The imaginary straight line which passes through an aerofoil section
from leading edge to trailing edge is called.
1. the chord line.
2. the direction of relative airflow.
3. centre of pressure.
Ans is. the chord line.
Expa. The Chord Line is the imaginary straight line which passes through the
aerofoil from leading edge to trailing edge.
Q. 73. What is the angle between the chord line of the wing, and the
longitudinal axis of the aircraft, known as?.
1. Angle of dihedral.
2. Angle of attack.
3. Angle of incidence.
Ans is. Angle of incidence.
Expa. Angle of incidence is the angle between the chord line of the wing and the
longitudinal axis of the aircraft.
Q. 76. As the angle of attack is increased (up to the stall point), which of the
following is correct?.
1. Both a) and b) are correct.
2. Pressure difference between top and bottom of the wing increases.
3. Lift increases.
Ans is. Both a) and b) are correct.
Expa. As the angle of attack is increased the pressure difference between the
upper and lower surfaces of the wing is increased. This causes the lift to
increase.
Q. 77. What type of drag, depends on the smoothness of the body, and
surface area over which the air flows?.
1. Form drag.
2. Parasite drag.
3. Skin friction drag.
Ans is. Skin friction drag.
Expa. Skin friction drag depends upon the smoothness of the body and the
surface area.
Q. 90. With an increase in aspect ratio for a given IAS, induced drag
will.
1. reduce.
2. remain constant.
3. increase.
Ans is. reduce.
Expa. A long slender wing (high aspect ratio) has a low induced drag.
Q. 92. All the factors that affect the lift produced by an aerofoil
are.
1. angle of attack, velocity, wing area, aerofoil shape, air density.
2. angle of attack, air temperature, velocity, wing area.
3. angle of attack, air density, velocity, wing area.
Ans is. angle of attack, velocity, wing area, aerofoil shape, air density.
Expa. Lift formula is CL (includes aerofoil shape and angle of attack) * 1/2 * air
density * velocity squared.
Q. 108. Given 2 wings, the first with a span of 12m and a chord of 2 m. The
second has a span of 6m and a chord of 1m. How do their Aspect Ratios
compare?.
1. The first is higher.
2. They are the same.
3. The second is higher.
Ans is. They are the same.
Expa. Aspect ratio = Span/Chord.
Q. 109. The C of G moves in flight. The most likely cause of this is.
1. movement of passengers.
2. consumption of fuel and oils.
3. movement of cargo.
Ans is. consumption of fuel and oils.
Expa. Consumption of fuel and oil causes the C of G to move in flight.
Q. 122. An increase in the speed at which an aerofoil passes through the air
increases lift because.
1. the increased speed of the airflow creates a greater pressure differential
between the upper and lower surfaces.
2. the increased speed of the airflow creates a lesser pressure differential
between the upper and lower surfaces.
3. the increased velocity of the relative wind increases the angle of attack.
Ans is. the increased velocity of the relative wind increases the angle. OR the
increased speed of the airflow creates a greater pressure differential between the
upper and lower surfaces.
Expa. Increasing the speed of an aerofoil increases the pressure differential
between the upper and lower surface.
Q. 125. The speed of air over a swept wing which contributes to the lift
is.
1. less than the aircraft speed.
2. the same as the aircraft speed.
3. more than the aircraft speed.
Ans is. less than the aircraft speed.
Expa. If aircraft speed is V, speed of airflow over wing which contributes to lift is
Vcos(sweepangle). Cos(sweepangle) < 1. See AC Kermode, Mechanics of Flight
(10th edition). Pg 359 Fig 11.16.
Q. 127. In straight and level flight, the angle of attack of a swept wing
is.
1. less than the aircraft angle to the horizontal.
2. more than the aircraft angle to the horizontal.
3. the same as the aircraft angle to the horizontal.
Ans is. less than the aircraft angle to the horizontal.
Expa. Since the 'effective' velocity vector over a swept wing is not parallel with
the forward direction of the aircraft, a change in pitch of the aircraft has lesser
effect upon the AOA of the wing.
Q. 131. On a swept wing aircraft, due to the adverse pressure gradient, the
boundary layer on the upper surface of the wing tends to flow.
1. towards the root.
2. towards the tip.
3. directly from leading edge to trailing edge.
Ans is. towards the tip.
Expa. Due to adverse pressure gradient on a swept wing, the boundary layer
slides towards the tip and thickens at the tip. This is why swept wings stall first at
the tips.
Q. 133. If a swept wing stalls at the tips first, the aircraft will.
1. pitch nose up.
2. roll.
3. pitch nose down.
Ans is. pitch nose up.
Expa. Since the tips are behind the Centre of Gravity, losing the lift at the tips will
cause the nose to rise.
Q. 140. The Rams Horn Vortex on a forward swept wing will be.
1. more than a rearward swept wing.
2. less than a rearward swept wing.
3. the same as a rearward swept wing.
Ans is. less than a rearward swept wing.
Expa. A forward swept wing does not suffer from the Rams Horn Vortex.
Q. 141. For a cambered wing section the zero lift angle of attack will
be.
1. 4 degrees.
2. zero.
3. negative.
Ans is. negative.
Expa. A non symmetrical wing will produce some lift at zero degrees. Therefore it
must have a negative angle of attack to produce zero lift.
Q. 147. A wing develops 10,000 N of lift at 100 knots. Assuming the wing
remains at the same angle of attack and remains at the same altitude, how much
lift will it develop at 300knots?.
1. 30,000 N.
2. 900,000 N.
3. 90,000 N.
Ans is. 90,000 N.
Expa. See the formula for lift. Velocity is squared, so if you triple the velocity, the
lift is 9 times.
Q. 149. The difference between the mean camber line and the chord line of
an aerofoil is.
1. neither are straight.
2. they both may be curved.
3. one is always straight and the other may be straight.
Ans is. one is always straight and the other may be straight.
Expa. See the definitions of mean camber and chord line.
Q. 154. With all conditions remaining the same, if the aircraft speed is halved,
by what factor is the lift reduced?.
1. Half.
2. By a factor of 4.
3. Remains the same.
Ans is. By a factor of 4.
Expa. Lift is proportional to the square of aircraft speed.
Q. 159. Ice formed on the leading edge will cause the aircraft to.
1. stall at a higher speed.
2. stall at a lower speed.
3. stall at the same stall speed and AOA.
Ans is. stall at a higher speed.
Expa. Ice change the wing section shape and hence lift (CL) is less and stall speed
is greater.
Q. 164. If the wing loading of an aircraft were reduced the stalling speed
would.
1. increase.
2. not be affected.
3. decrease.
Ans is. decrease.
Expa. An increase in wing loading increases the stall speed. And vice versa.
Q. 9. If an aircraft is yawing to the left, where would you position the trim
tab on the rudder?.
1. To the centre.
2. To the left.
3. To the right.
Ans is. To the left.
Expa. Automatic flight control, Pallett, 4th Edition Page 43.
Q. 10. If an aircraft is flying with a left wing low, where would you move the
left aileron trim tab?.
1. Down.
2. Up.
3. Moving the aileron trim tab will not correct the situation.
Ans is. Up.
Expa. Automatic flight control, Pallett, 4th Edition Page 43.
Q. 11. When a leading edge flap is fully extended, what is the slot in the
wing for?.
1. To re-energise the boundary layer.
2. To increase the lift.
3. To allow the flap to retract into it when it retracts.
Ans is. To re-energise the boundary layer.
Expa. Pallett Automatic Flight Control 2nd Edition Page 50. Jeppesen A&P
Technician Airframe Textbook Page 1-32.
Q. 13. The aeroplane fin is of symmetrical aerofoil section and will therefore
provide a side-load.
1. only when the rudder is moved.
2. if a suitable angle of attack develops due either yaw or rudder movement.
3. only if a suitable angle of attack develops due to yaw.
Ans is. if a suitable angle of attack develops due either yaw or rudder
movement.
Expa. Rudder deflection or yaw.
Q. 14. An aircraft left wing is flying low. The aileron trimmer control to the
left aileron trim tab in the cockpit would be.
1. moved up causing the left aileron to move up.
2. moved up causing the left aileron to move down.
3. moved down causing the left aileron to move down.
Ans is. moved up causing the left aileron to move down.
Expa. Down aileron required - which requires up trim.
Q. 18. With a trailing edge flap being lowered, due to rising gusts, what will
happen to the angle of attack?.
1. Tend to decrease.
2. Stay the same.
3. Tend to increase.
Ans is. Tend to increase.
Expa. Assuming that 'rising gust' means it has a vertical component.
Q. 23. During flight, an aircraft is yawing to the right. The aircraft would
have a tendency to fly.
1. right wing low.
2. left wing low.
3. nose up.
Ans is. right wing low.
Expa. The leading wing (left wing) has increased lift, causing it to rise.
Q. 30. Extending a leading edge slat will have what effect on the angle of
attack of a wing?.
1. Increase the angle of attack.
2. Decrease the angle of attack.
3. No effect on angle of attack.
Ans is. Decrease the angle of attack.
Expa. NIL.
Q. 31. To ensure that a wing stalls at the root first, stall wedges
are.
1. installed on the wing leading edge at the wing root.
2. installed on the wing leading edge at the wing tip.
3. installed at the wing trailing edge at the wing root.
Ans is. installed on the wing leading edge at the wing root.
Expa. NIL.
Q. 50. What effect does lowering the flaps for take-off have?.
1. Increases lift & reduces drag.
2. Increases lift and drag.
3. Increase lift only.
Ans is. Increases lift and drag.
Expa. Avionics Fundamentals. Jeppesen Page 244.
Q. 60. Slats.
1. keep the boundary layer from separating for longer.
2. increase the overall surface area and lift effect of wing.
3. act as an air brake.
Ans is. keep the boundary layer from separating for longer.
Expa. Jeppesen A & P technician airframe textbook page 1-32.
Q. 61. Due to the change of lift forces resulting from the extension of flaps in
flight.
1. nose should be lowered, reducing AOA.
2. nose should be raised, increasing AOA.
3. nose should remain in the same position, maintaining same AOA.
Ans is. nose should be lowered, reducing AOA.
Expa. The main purpose of flaps is to increase lift so that the pilot can lower the
nose, increase decent angle and get a better view of the runway.
Q. 63. If the aircraft is flying nose heavy, which direction would you move
the elevator trim tab?.
1. Up to move elevator down.
2. Up to move elevator up.
3. Down to move elevator up.
Ans is. Down to move elevator up.
Expa. NIL.
Q. 64. Wing tip vortices are strongest when.
1. flying high speed straight and level flight.
2. flying into a headwind.
3. flying slowly at high angles of attack.
Ans is. flying slowly at high angles of attack.
Expa. NIL.
Q. 71. Which wing increases drag when the ailerons are moved?.
1. Both wings increase drag but the wing with the up-going aileron increases
more.
2. Both wings have an equal increase in drag.
3. Both wings increase drag but the wing with the down-going aileron increases
more.
Ans is. Both wings increase drag but the wing with the down-going aileron
increases more.
Expa. Jeppesen A & P Technician Airframe Textbook page 1-26.
Q. 74. An automatic slat will lift by itself when the angle of attack
is.
1. high.
2. high or low.
3. low.
Ans is. high.
Expa. NIL.
Q. 75. On aircraft fitted with spoilers for lateral control, roll to the right is
caused by.
1. left spoilers extending, right spoilers remaining retracted.
2. right spoilers extending, left spoilers remaining retracted.
3. left and right spoilers extending.
Ans is. right spoilers extending, left spoilers remaining retracted.
Expa. NIL.
Q. 77. When the trailing edge flaps are lowered, the aircraft will.
1. pitch nose up.
2. pitch nose down.
3. sink.
Ans is. pitch nose down.
Expa. Due to the centre of pressure moving.
Q. 85. What is the term used for the amount of water in the
atmosphere?.
1. Relative humidity.
2. Absolute humidity.
3. Dew point.
Ans is. Absolute humidity.
Expa. NIL.
Q. 89. When checking full range of control surface movement, they must be
positioned by.
1. moving them by hand directly until against the primary stops.
2. moving them by hand directly until against the secondary stops.
3. operating the control cabin controls until the system is against the primary
stops.
Ans is. operating the control cabin controls until the system is against the
primary stops.
Expa. NIL.
Q. 92. The type of flap which extends rearwards when lowered is called
a.
1. plain flap.
2. split flap.
3. Fowler flap.
Ans is. Fowler flap.
Expa. NIL.
Q. 93. Which of the following trailing edge flaps give an increase in wing
area?.
1. Split flap.
2. Fowler flap.
3. Slotted flap.
Ans is. Fowler flap.
Expa. NIL.
Q. 94. Which of the following is not a primary flying control?.
1. Elevator.
2. Tailplane.
3. Rudder.
Ans is. Tailplane.
Expa. NIL.
Q. 97. A tab which assists the pilot to move a flying control by moving
automatically in the opposite direction to the control surface is called a.
1. servo tab.
2. geared balance tab.
3. trim tab.
Ans is. geared balance tab.
Expa. NIL.
Q. 99. What is fitted on the aircraft to enable the pilot to reduce his speed
rapidly in event of severe turbulence, or speed tending to rise above the Never
Exceed Limit?.
1. Lift dumpers.
2. Air brakes.
3. Wheel brakes.
Ans is. Air brakes.
Expa. NIL.
Q. 100. When spoilers are used asymmetrically, they combine with.
1. ailerons.
2. rudder.
3. elevators.
Ans is. ailerons.
Expa. NIL.
Q. 102. The layer of air over the surface of an aerofoil which is slower moving,
in relation to the rest of the airflow, is known as.
1. none of the above are correct.
2. camber layer.
3. boundary layer.
Ans is. boundary layer.
Expa. NIL.
Q. 118. A wing flap which has dropped or partially extended on one wing in
flight will lead to.
1. a fixed banked attitude which would be corrected by use of the rudder.
2. a pitching moment which would be corrected by used of the elevators.
3. a steady rolling tendency which would be corrected by use of the ailerons.
Ans is. a steady rolling tendency which would be corrected by use of the ailerons.
Expa. NIL.
Q. 119. With an increase in the amount of flap deployment, the stalling angle
of a wing.
1. remains the same.
2. increases.
3. decreases.
Ans is. decreases.
Expa. NIL.
Q. 125. The extension to the rudder (shaded portion shown on the diagram),
is provided to.
1. make the pilot aware of the aerodynamic forces encountered when moving
the control.
2. provide aerodynamic assistance for the pilot when moving the rudder.
3. prevent control surface flutter.
Ans is. provide aerodynamic assistance for the pilot when moving the
rudder.
Expa. Jeppesen A&P Technician Airframe Textbook Page 25 Para 7.
Q. 127. Which leading edge device improves the laminar flow over the
wing?.
1. Flap and slat.
2. Slat.
3. Flap.
Ans is. Slat.
Expa. NIL.
Q. 134. You have adjusted the elevator trim tab to correct for nose heavy.
What was the direction of travel of the trim tab?.
1. The elevator trim tab has moved down.
2. The elevator trim tab has moved up.
3. The port elevator tab has moved up and starboard moved down.
Ans is. The elevator trim tab has moved down.
Expa. NIL.
Q. 136. Induced drag curve characteristics of a slender delta wing are such
that there is.
1. an increase in gradient with wing speed.
2. no change in gradient with wing speed.
3. decrease in gradient with wing speed.
Ans is. decrease in gradient with wing speed.
Expa. NIL.
Q. 137. If an aircraft is yawing left, the trim tab on the rudder would be
positioned.
1. to the right, moving the rudder left.
2. to the centre.
3. to the left, moving the rudder right.
Ans is. to the left, moving the rudder right.
Expa. NIL.
Q. 156. On a standard day, at which altitude will the speed of sound be the
greatest?.
1. 20,000 ft.
2. 10,000 ft.
3. Sea level.
Ans is. Sea level.
Expa. NIL.
Q. 157. Which of the following will increase the Critical Mach Number of an
aerofoil?.
1. Using a thin airfoil and sweeping the wings back.
2. Decreasing the fineness ratio of the wings.
3. Increasing the aspect ratio of the wings.
Ans is. Using a thin airfoil and sweeping the wings back.
Expa. NIL.
Q. 159. Supersonic air going through an incipient shock wave will decrease its
speed and.
1. decrease temperature and increase density.
2. increase temperature and decrease density.
3. increase temperature and increase density.
Ans is. increase temperature and increase density.
Expa. Mechanics of Flight AC Kermode 10th Edition Page 326 fig 11.4.
Q. 161. At speeds above Mach 1, shockwaves will form above and below the
wing.
1. at the trailing edge.
2. at both the leading edge and the trailing edge.
3. at the leading edge.
Ans is. at both the leading edge and the trailing edge.
Expa. NIL.
Q. 168. Airspeeds above the speed of sound, but not exceeding 4 times the
speed of sound are.
1. supersonic.
2. hypersonic.
3. hyposonic.
Ans is. supersonic.
Expa. NIL.
Q. 169. An aircraft experiences a large loss of lift and a big increase in drag in
straight and level flight, what would be the most probable cause?.
1. Atmospheric conditions.
2. Aircraft reached its critical mach number.
3. Severe head winds.
Ans is. Aircraft reached its critical mach number.
Expa. NIL.
Q. 177. The reason for sharp leading edged wings on high speed aircraft is
to.
1. enable the shockwave to be accurately positioned.
2. decrease wave drag.
3. decrease boundary layer.
Ans is. enable the shockwave to be accurately positioned.
Expa. NIL.
Q. 178. Critical Mach Number is defined as.
1. that number at which the airflow becomes supersonic.
2. that free-stream Mach Number at which some part of the airflow over the
aircraft becomes sonic.
3. the minimum mach number at which the aircraft can go supersonic.
Ans is. that free-stream Mach Number at which some part of the airflow over the
aircraft becomes sonic.
Expa. NIL.
Q. 187. Above the Critical Mach No. the drag coefficient will.
1. remain the same.
2. start to increase.
3. start to decrease.
Ans is. start to increase.
Expa. NIL.
Q. 188. A wing of low thickness/chord ratio, the Critical Mach No. will
be.
1. lower than a wing of high thickness/chord ratio.
2. higher than a wing of high thickness/chord ratio.
3. the same as a wing of high thickness/chord ratio.
Ans is. higher than a wing of high thickness/chord ratio.
Expa. NIL.
Q. 189. An aeroplane flying above the Critical Mach No. will usually
experience.
1. a nose up pitch.
2. an oscillation in pitch.
3. a nose down pitch
Ans is. a nose down pitch.
Expa. NIL.
Q. 208. As the airspeed over a cambered wing is increased, a shock wave will
appear initially.
1. at the leading edge.
2. at the trailing edge.
3. near the point of maximum curvature.
Ans is. near the point of maximum curvature.
Expa. NIL.
Q. 218. With the helicopter in forward flight, parasitic drag will cause the
helicopter to.
1. pitch nose down with an increase in forward airspeed.
2. pitch nose down with a decrease in forward airspeed.
3. pitch nose up with an increase in forward in airspeed.
Ans is. pitch nose down with an increase in forward airspeed.
Expa. NIL.
Q. 223. Assuming the phase lag of a rotor blade is 90o and the control
advance angle is 15 degrees, then the pitch operating arm must be at the highest
point of the swash plate : .
1. 90o ahead of the highest flapping position.
2. 75o ahead of the highest flapping position.
3. 105o ahead of the highest flapping position.
Ans is. 75o ahead of the highest flapping position.
Expa. NIL.
Q. 224. A helicopter is hovering and the pilot applies right pedal.Assuming the
main rotor rotates anti clockwise viewed from above, the helicopter
will.
1. descend, unless the pilot inches the throttle open.
2. ascend, unless the pilot decreases rotor RPM.
3. descend, unless the pilot applies more collective pitch.
Ans is. descend, unless the pilot inches the throttle open.
Expa. NIL.
Q. 225. A helicopter has a main rotor which rotates anti-clockwise viewed
from above, and is fitted with an anti-torque tail rotor. It will tend to drift sideways
to.
1. port, if the tail rotor is mounted on the left side of the aircraft.
2. starboard, whichever way the tail rotor is fitted.
3. port, if the tail rotor is mounted on the right side of the aircraft.
Ans is. starboard, whichever way the tail rotor is fitted.
Expa. NIL.
Q. 226. As the rotor head is tilted to travel forward, what happens to the
rearward travelling blade's pitch angle?.
1. Increases.
2. Decreases.
3. No change.
Ans is. Increases.
Expa. A&P Technician Airframe Textbook Pg.1-59.
Q. 228. With the tail rotor pedals in neutral, the tail rotor blade pitch will
be.
1. positive.
2. negative.
3. neutral.
Ans is. positive.
Expa. NIL.
Q. 229. The main rotor drive shaft is tilted laterally on some helicopters to
correct tail rotor.
1. drift.
2. torque.
3. roll.
Ans is. drift.
Expa. NIL.
Q. 230. Certain helicopters tend to tilt laterally when landing. This problem
can be overcome by placing the tail rotor thrust.
1. below the line of the main rotor hub.
2. above the line of the main rotor hub.
3. in line with the main rotor hub.
Ans is. in line with the main rotor hub.
Expa. NIL.
Q. 231. Ground cushion effect is produced by.
1. recirculating air giving additional lift.
2. increased pressure under the main rotor disc.
3. increase in density above the fuselage.
Ans is. increased pressure under the main rotor disc.
Expa. NIL.
Q. 240. Autorotation.
1. leaves the aircraft with no directional control.
2. results in a loss of power.
3. is the production of lift from freely rotating rotor blades.
Ans is. is the production of lift from freely rotating rotor blades.
Expa. NIL.
Q. 246. Climbs with forward speed require less power than vertical climbs,
because of.
1. translational lift.
2. increased inertia.
3. forward momentum.
Ans is. translational lift.
Expa. NIL.
Q. 257. After a change in collective pitch the Rotor RPM will rise and fall. This
is called.
1. static droop.
2. transient droop.
3. under swing.
Ans is. transient droop.
Expa. The Helicopter and How it Flies by John Fay Page 20/21. The initial total fall
in rotor RPM is called transient droop. The change in stabilised RPM is referred to as
static droop. The RPM difference between transient droop and static droop is called
the underswing.
Q. 258. After a change in pitch of a rotor blade, the blade will be at maximum
flap at.
1. 90.
2. 0.
3. 180.
Ans is. 90.
Expa. NIL.
Q. 263. With an increase in its angle of attack, the drag acting on a rotor
blade.
1. decreases.
2. increases.
3. remains constant.
Ans is. increases.
Expa. NIL.
Q. 270. After a roll to the left of a statically unstable helicopter, the helicopter
would.
1. continue to roll further.
2. remain at the position that it had rolled to.
3. roll back to the horizontal.
Ans is. continue to roll further.
Expa. Automatic Flight Control Pallett Page 65.
Q. 271. The difference between transient droop and static droop is.
1. overswing.
2. underswing.
3. a hole in one.
Ans is. underswing.
Expa. The Helicopter history, piloting and how it flies John Fay ISBN81-70002-030-
1 Page No 21".
Q. 277. After a roll to the left of a statically stable helicopter, the helicopter
would.
1. continue to roll.
2. come back to level flight.
3. increases roll.
Ans is. come back to level flight.
Expa. NIL.
Q. 284. When the helicopter moves from the hover to translational flight, the
lift vector will.
1. remain vertical.
2. move forward.
3. move aft.
Ans is. move forward.
Expa. NIL.
Q. 285. If the blade angle of attack increases.
1. lift increases only.
2. lift and drag increases.
3. drag increases only.
Ans is. lift and drag increases.
Expa. NIL.
Q. 296. After a change in pitch of a rotor blade the blade will be at maximum
flap at.
1. 180.
2. 90.
3. 0.
Ans is. 90.
Expa. NIL.
Q. 297. When the rotor blade increases its angle of attack, the centre of
pressure.
1. does not move.
2. moves rearwards.
3. moves forward.
Ans is. does not move.
Expa. NIL.
Q. 302. The layer of air over the surface of an aerofoil which is slower moving,
in relation to the rest of the airflow, is known as.
1. camber layer.
2. boundary layer.
3. none of the above are correct.
Ans is. boundary layer.
Expa. NIL.
Q. 303. During helicopter forward flight the retreating blade will tend
to.
1. flap down.
2. no change.
3. flap up.
Ans is. flap down.
Expa. NIL.
Q. 308. When a helicopter rotor disc is tilted forward, what happens to the
pitch of the retreating blade?.
1. Increases.
2. Remains constant.
3. Decreases.
Ans is. Increases.
Expa. NIL.
Q. 312. When entering into a stable autorotative state, the main rotor RPM
will initially.
1. increase.
2. decrease.
3. be unaffected.
Ans is. decrease.
Expa. NIL.
Q. 320. A helicopter main rotor blade may be tapered from root to tip
to.
1. equalise lift along the blade.
2. reduce induced drag.
3. reduce the blade weight.
Ans is. equalise lift along the blade.
Expa. NIL.
Q. 321. A helicopter main rotor blade is twisted from root to tip to.
1. permit the blade to straighten under aerodynamic load.
2. equalise lift along the blade.
3. give the blade additional strength.
Ans is. equalise lift along the blade.
Expa. NIL.
Q. 322. Translational drift is.
1. the tendency for the aircraft to drift laterally.
2. the tendency for the aircraft to turn to port.
3. the tendency for the aircraft to pitch nose up.
Ans is. the tendency for the aircraft to drift laterally.
Expa. NIL.
Q. 323. The choice of aerofoil section for a rotor blade is such that.
1. it has a stable centre of pressure.
2. the CofP moves very slowly.
3. the CofP moves rapidly in response to pitch changes.
Ans is. it has a stable centre of pressure.
Expa. NIL.
Q. 324. When the rotor blade is flapping up, the angle of attack.
1. remains the same as the pitch angle.
2. is less than the pitch angle.
3. is greater than the pitch angle.
Ans is. is less than the pitch angle.
Expa. NIL.
Q. 325. When the rotor blade is flapping down, the pitch angle.
1. is less than the angle of attack.
2. remains the same.
3. is greater than the angle of attack.
Ans is. is less than the angle of attack.
Expa. NIL.
Q. 327. The rotor blades operate at the best Lift/Drag ratio when
their.
1. angle of attack is 0 degrees.
2. pitch angles closely approach the stall angle.
3. angle of attack is about +3 degrees.
Ans is. angle of attack is about +3 degrees.
Expa. NIL.
Q. 331. Which part of the rotor disc produces the most lift during forward
flight?.
1. The mid-span portion.
2. The front portion.
3. The rear portion.
Ans is. The front portion.
Expa. NIL.
Q. 335. A helicopter has a main rotor which rotates anticlockwise viewed from
above. What happens if a loss of anti-torque device at cruise speed in
flight?.
1. Nose pitches up slightly + yaw to right.
2. Nose pitches up slightly + yaw to left.
3. No appreciable change.
Ans is. Nose pitches up slightly + yaw to right.
Expa. NIL.
Q. 338. In a helicopter with its main rotor turning anti-clockwise, which way
does the aircraft tend to drift?.
1. Port if tail rotor is mounted on the right.
2. Starboard, irrespective of which side the tail rotor is mounted on.
3. Port if tail rotor is mounted on the left.
Ans is. Starboard, irrespective of which side the tail rotor is mounted on.
Expa. NIL.
Q. 21. An aircraft disturbed from its normal flight path, and automatically
returns to that normal flight path, without any action on the part of the pilot is
known as.
1. aircraft stall.
2. aircraft instability.
3. aircraft stability.
Ans is. aircraft stability.
Expa. Stability is the aircraft's ability for the aircraft to return to its normal
flightpath after being disturbed.
Q. 23. If the nose of the aircraft is rotated about its lateral axis, what is its
directional movement?.
1. Rolling or banking to the left or right.
2. Turning to the left or right.
3. Climbing or diving.
Ans is. Climbing or diving.
Expa. For an aircraft to climb or dive it must be rotated about ts lateral axis.
Q. 34. In flight if the aircraft nose gets an upward gust of wind, what
characteristic will have the greatest effect to counteract it?.
1. Wing Sweep.
2. Horizontal stabiliser and fuselage length.
3. Position of the centre of pressure relative to the centre of gravity.
Ans is. Horizontal stabiliser and fuselage length.
Expa. Longitudinal stability is effected mainly by the stabiliser and length of
fuselage behind the C of G.
Q. 38. After an aircraft has been disturbed from its straight and level flight, it
returns to its original attitude with a small amount of decreasing oscillation.The
aircraft is.
1. statically stable but dynamically unstable.
2. statically unstable but dynamically stable.
3. statically stable and dynamically stable.
Ans is. statically stable and dynamically stable.
Expa. Static stability is the ability of the aircraft to return to its untrimmed
position. Dynamic stability is the ability of the aircraft to not oscillate about the
trimmed position.
Q. 44. If you have an aircraft that is more laterally stable then directionally
stable it will tend to : .
1. bank.
2. slip.
3. skid.
Ans is. skid.
Expa. Skidding out of turns is symptomatic of dutch roll, extra vertical stabilisers
are often added to correct this (Nimrod MR2).
Q. 45. A centre of gravity position close to its aft limit will cause the aircraft
to.
1. pitch nose down and increase its longitudinal stability.
2. pitch nose up and decrease its longitudinal stability.
3. pitch nose up and increase its longitudinal stability.
Ans is. pitch nose up and decrease its longitudinal stability.
Expa. AC Kermode page 145 states that a pitch up will increase AOA and further
destabilise the aircraft.
08.5.